CL605 General Knowledge Flashcards by Gregory Marino

APU battery description

24 volt, 43 amp/hour in aft equipment bay

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Main Battery description

24 volt, 17 amp/hour

(605 - in nose section, 604 in rear equipment bay.)

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DC Essential Bus sources of power

Ess TRU 1
Ess TRU 2
APU Batt Direct Bus (DC Essential contactor)
Main Batt Direct Bus (Emergency DC transfer contactor)
External DC

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Battery Bus sources of power

Ess TRU 1
Ess TRU 2
APU Batt Direct Bus (Battery Master must be on)
Main Batt Direct Bus (Battery Master must be on)
External DC

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DC Emer Bus - purpose and sources of power

APU Batt Direct Bus (APU or external power)
Battery Bus (5 sources of DC power)
Always Powered - provides power for fire extinguishers and hydraulic shut-off valves

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ADG Unit test light times

On the ground: after 2 secs, illuminates for 2 secs

In the air: after 5 secs, illuminates for 2 secs

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Engine driven IDG description

IDG is a generator and a constant-speed drive combined.

Provides 115 volt AC, 400 Hz, three-phase power.

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Generator control units - function

Monitors its IDG. Provides bus priority logic.

Trips-off and removes the generator from it’s AC bus if it detects:

Over/under voltage;
Over/under frequency;
Gen and Bus overcurrent

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AC Bus priority logic

On-side engine-driven generator
APU generator
Cross-side engine-driven generator4. External AC power

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ADG power decription

115 volt, 400 Hz, 15 Kva

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Refueling pressure limitations

Max pressure - fuelling: 50 psi

Max defuelling pressure: -8 psi

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Conditioned air distribution

Left pack: 60% cockpit, 40% cabin

Right pack: 100% cabin

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Minimum taxi strip width for 180º turn with a 3 foot safety margin

61 feet

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Criteria for inhibiting take-off EICAS messages

Both engines N1 > 79%
> 80 KIAS
Weight on Wheels

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EICAS take-off inhibit cancellation criteria

Rad alt exceeds 400 feet

Both engines N1 < 79 %

30 seconds elapsed since take-off initiated

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Autopilot engagement criteria

At least 1 yaw damper
Both flight control computers powered on
1 Air Data Computer available
No significant aircraft instability exists

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Cabin altitude at which pax oxygen masks auto deploy

14,500 feet cabin alt

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Vertical take-off mode initial pitch angles (TOGA button => TO TO displayed on PFD)

CL604: 12 degrees pitch up. (FlightSafety PTM 16-180 and Bombardier PTG 4-48)

CL605: 14 degrees pitch up. (Bombardier PTG 4-54)

Engine failure: 10 degrees (604 and 605)

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TOGA button functions

Disengages autopilot
Activates vertical and lateral Go-Around mode (Generates 10 degree pitch-up command)

Oxygen low pressure EICAS message trigger pressure

825 psi

WSHLD/WIND switch functions

LOW: windshields and windows at low heat.

HI: windshields at high temp, side windows remain at low.

Ice detection probe heat cycles

Heated for 5 seconds, heat of for 55 seconds

Cowl anti-ice valves decription

Electrically controlled, pneumatically operated, pressure regulation valves. Fail safe open. Cowl anti-ice inhibited by reverser use.

Wing anti-ice valve description

Electrically controlled, pneumatically operated pressure regulating valve. Fail-safe closed.

Wing anti-ice standby mode function

Anti-ice controller by-passed. Both wing anti-ice valves controlled by their standby thermal switch.

14th stage bleed valves description

Electrically controlled, pneumatically operated, full open or closed valves. Fail safe open.

Fire bottle pressure

600-625 psiOver-pressure relief at 1400 psi

Fuel flow value at which amber dashes displayed

5000 lbs/hr or invalid data

EMER PWR ONLY EICAS message meaning

ADG powering AC essential bus. No power to AC bus 1 or 2

Minimum APU bleed air pressure for engine start

40 psi

Minimum air pressure from air start cart for engine start

45 psi

Minimum engine cross-bleed air pressure for engine start

60 psi

Power setting at which engine control switches between mechanical only and mechanical/electronic

\<79 % N1 - mechanical only (FCU controls N2)\>79 % N1 - FCU and electronic control (ECU controls N1)

Effect of switching ENG SPEED off

If at power settings \>79 % N1, engines revert to N2 speed control. Overtemp and rapid accelerations can occur.

RPM difference at which ATS disengages

13% N1

RPM at which APR is armed during take-off

79% N1

RPM at which APR commands engines to increase N1 speed by 2 %

67.6% N1

Anti-skid operation criteria

(Armed and gear down/locked)35 knot wheel spin-upOrWOW for 5 seconds. Operational down to 10 knots wheel speed

Nominal hydraulic pressure

3000 psi

Hydraulic accumulator precharge pressure

1500 psi (nitrogen)

Pressure at which hydraulic system 3 pressure is cut-off from landing gear selector valves

2100 psi

Normal hydraulic fluid quantity

45%-85%

Maximum hydraulic fluid temperature

95ºC

WOW ground mode requirements

Any 3 of the 4 main gear prox sensors indicate weight on wheels

In case of loss of hydraulic system 2 and 3, number of brake applications available from accumulator pressure (anti-skid off)

6 applications (approx) - no anti-skid (System 2 or 3 failure - other system anti-skid still available but only 50% braking power)

Sources of power for left and right Packs

Left pack: DC essential bus Right pack: DC bus 2